基于变弯度技术和协同射流的混合流动控制技术研究

陈诚; 陈其盛; 黄江涛; 聂胜阳; 张文琦; 焦瑾

doi:10.6052/j.issn.1000-4750.2021.06.0479

基于变弯度技术和协同射流的混合流动控制技术研究

doi: 10.6052/j.issn.1000-4750.2021.06.0479

陈诚^1,,
陈其盛^1,,
黄江涛^1,,
聂胜阳^2, ,,
张文琦^2,,
焦瑾^3,

1.
中国空气动力研究与发展中心空天技术研究所，绵阳 621000
2.
西安理工大学土木建筑工程学院，西安 710054
3.
西安航空学院飞行器学院，西安 710077

基金项目: 国家自然科学基金青年项目(11402284, 11802234)；陕西省自然科学基金青年项目(2019JQ-912)

详细信息

作者简介:
陈　诚(1984−)，男，安徽人，助理研究员，博士，主要从事航空飞行器设计研究(E-mail: ustc_chen198406@126.com)

陈其盛(1990−)，男，湖南人，工程师，硕士，主要从事航空飞行器设计研究(E-mail: chensheng_atp@126.com)

黄江涛(1982−)，男，河南人，研究员，博士，主要从事航空飞行器设计研究(E-mail: hjtcyf@163.com)

张文琦(1998−)，男，山东人，硕士生，主要从事主动流动控制技术研究(E-mail: 503826149@qq.com)

焦　瑾(1988−)，女，陕西人，讲师，博士，主要从事计算流体力学、航空声学研究(E-mail: jin.jiao@hotmail.com)

通讯作者:
聂胜阳(1986−)，男，河南人，讲师，博士，主要从事主动流动控制技术、湍流\转捩模型建模研究(E-mail: niesynpu@hotmail.com)

中图分类号: V211.4
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- 被引次数: 0
出版历程
- 收稿日期: 2021-06-26
- 录用日期: 2021-12-14
- 修回日期: 2021-12-06
- 网络出版日期: 2021-12-14
- 刊出日期: 2022-11-01

HYBRID FLOW CONTROL TECHNOLOGY BASED ON VARIABLE CAMBER AND CO-FLOW JET

1.
Aerospace Technology Institute, China Aerodynamics Research and Development Center, Mianyang 621000, China
2.
School of Civil Engineering and Architecture, Xi’an University of Technology, Xi’an 710054, China
3.
School of Aircraft, Xi’an Aeronautical University, Xi’an 710077, China

摘要

摘要: 现代飞机强调高速巡航特性且兼顾隐身特性，因此翼型往往采用厚度较小，前缘半径不大，弯度不大的薄翼型。这类翼型的低速气动性能较差，容易失速，限制了这类飞机的短距起降特性和载重能力，因此需要借助流动控制技术来改善低速特性。该文讨论新型的协同射流主动流动控制技术，同变弯度技术包括后缘变弯和前缘下垂技术等被动流动控制技术相结合，探索混合流动控制技术的流动控制机理和控制效果。基于数值模拟的结果发现：仅采用单一的流动控制技术在薄翼型上得到的控制效果有限，而将协同射流同变弯度技术结合的混合流动控制技术可同时发挥不同流动控制技术的优点(例如协同射流引起的后缘失速的推迟，下垂前缘带来的前缘失速推迟，后缘襟翼带来的零升迎角减小)。该文提供的混合流动控制方案可以将薄翼型的最大升力系数提升至C_Lmax=3.3127，相对原始构型提升了96%，具有广阔的工程应用前景。
- 后缘变弯 /
- 前缘下垂 /
- 协同射流 /
- 混合流动控制 /
- 薄翼型
Abstract: Modern aircraft emphasizes the characteristics of high-speed cruise and stealth. As a result, the airfoil used usually has a relatively small thickness, a small leading edge radius and less camber. The performance of such airfoils is poor, with early flow stall at a low speed condition, and resulting in the limitation of the STOL characteristic and weight-carrying capacity of the aircraft. Thus, it is necessary to improve the aerodynamic performance of airfoil by using active flow control or passive flow control. In this paper, the innovative co-flow jet (CFJ) technology is investigated, which is coupled with variable camber technology (including the trailing-edge flap and leading-edge droop) and flow mechanism, as well as control efficiency of so-called hybrid flow control approach. As shown by numerical simulation results, a single flow control technology cannot improve the lift of the thin airfoil substantially. Nevertheless, the combination of CFJ with variable camber technology could realize the advantages of both technologies (e.g. the delay of trailing edge stall induced by CFJ, the delay of leading edge stall caused by droop nose, the decrease of zero-lift angle induced by trailing edge flap, etc.). The combination scheme of CFJ and variable camber technology in this paper could yield the maximum lift coefficient of C_Lmax=3.3127, 96% higher than that of the original airfoil, implying that the hybrid flow control technology has valuable potential for aviation industry application.
- trailing-edge variable chamber /
- droop /
- co-flow jet /
- hybrid flow control /
- thin airfoil

HTML全文

图 1 协同射流装置的布置方式示意图

Figure 1. Sketch of the co-flow jet in airfoil

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图 2 无协同射流构型计算网格拓扑图

Figure 2. Grid for configurations without co-flow jet

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图 3 协同射流构型的计算网格拓扑图

Figure 3. Grid for configurations with co-flow jet

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图 4 有无协同射流时的高雷诺数薄翼型上力系数的比较

Figure 4. Force coefficient of airfoils with/without co-flow jet at high Reynolds number

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图 5 攻角为20°时有无协同射流时的压力分布云图和空间流线

Figure 5. Pressure coefficient distributions and streamlines of flow with/without co-flow jet at α=20°

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图 6 攻角为25°时协同射流翼型上的前缘分离(上)和马赫数云图(下)

Figure 6. Leading edge separation (Up) and Mach number counters (Down) of airfoil with co-flow jet at α=25°

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图 7 无弯度构型和后缘变弯构型的力系数比较

Figure 7. Force coefficients of airfoils with/without trailing-edge variable camber at high Reynolds number

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图 8 后缘变弯无协同射流构型在12°(上)和16°(下)的压力分布云图和空间流线图

Figure 8. Pressure coefficient counters and streamlines at α = 12° (Up) and 16° (Down) of airfoil with trailing edge variable camber without co-flow jets

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图 9 后缘变弯协同射流构型在12°(上)和16°(下)的压力分布云图和空间流线图

Figure 9. Pressure coefficient counters and streamlines at α=12° (Up) and 16° (Down) of airfoil with trailing edge variable camber with co-flow jets

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图 10 攻角为20°时协同射流后缘变弯翼型上的前缘分离(上)和马赫数云图(下)

Figure 10. leading edge separation (Up) and Mach number counters (Down) of airfoil with trailing-edge variable camber and co-flow jet at α=20°

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图 11 无变弯构型和前缘下垂构型的气动力系数比较

Figure 11. Force coefficient of airfoils with/without droop at high Reynolds number

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图 12 攻角为18°(上)和22°(下)时前缘下垂构型上的分离和尾迹涡

Figure 12. Mach number counters and streamlines at α=18° (Up) and 22° (Down) of airfoil with droop

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图 13 攻角为18°(上)和22°(下)时前缘下垂、协同射流构型上的分离和尾迹涡

Figure 13. Mach number counters and streamlines at α=18° (Up) and 22° (Down) of airfoil with droop and co-flow jet

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图 14 攻角为28°(上)和30°(下)时前缘下垂、协同射流构型上的分离和尾迹涡

Figure 14. Mach number counters and streamlines at α =28° (Up) and 30° (Down) of airfoil with droop and co-flow jet

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图 15 无变弯构型和前缘下垂+后缘变弯的力系数比较

Figure 15. Force coefficient of airfoils with/without droop and flap deflection at high Reynolds number

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16 不同攻角下有无协同射流时的马赫数分布云图和空间流线

16. Mach number counters and streamlines at different angle of attack of airfoil with/without co-flow jet

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图 17 失速攻角附近的协同射流构型上的马赫数分布云图和空间流线

Figure 17. Mach number counters and streamlines of flow at stall with co-flow jet

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表 1 四种布局的基本几何信息

Table 1. basic geometrical information of four configurations

类型	几何特征	图中说明
无变弯度薄翼型	最大厚度11%c，弯度小	无变弯度薄翼型 (+协同射流)
后缘变弯翼型	后缘襟翼偏转20° 控制面占15%c	后缘变弯翼型 (+协同射流)
头部下垂翼型	前缘下垂20°，控制面占9%c	头部下垂翼型 (+协同射流)
下垂前缘配合后缘变弯翼型	综合后缘变弯和头部下垂构型	头部下垂翼型+ 后缘变弯翼型 (+协同射流)

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表 2 四种布局的气动特性信息汇总

Table 2. Summary of the aerodynamic performance of four configurations

项目		失速机理	失速迎角/(°)	失速迎角增量/(°)	最大升力系数(C_L,max)	相对基准翼型增量(∆C_L)	CFJ的升力增量
无变弯度薄翼型	无控制	后缘失速	17	0	1.6914	0.0000	0.8122
无变弯度薄翼型	CFJ	前缘失速	22	5	2.5036	0.8122	0.8122
后缘变弯翼型	无控制	后缘失速	15	−2	2.0564	0.3650	0.8219
后缘变弯翼型	CFJ	前缘失速	18	1	2.8783	1.1869	0.8219
头部下垂翼型	无控制	后缘失速	18	1	1.8144	0.1230	1.0816
头部下垂翼型	CFJ	后缘失速	28	11	2.8960	1.2046	1.0816
下垂前缘配合后缘变弯翼型	无控制	后缘失速	18	1	2.3304	0.6390	0.9823
下垂前缘配合后缘变弯翼型	CFJ	后缘失速	24	7	3.3157	1.6243	0.9823

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